U.S. patent number 11,318,968 [Application Number 16/562,733] was granted by the patent office on 2022-05-03 for systems and methods for controlling movement speed of a locomotive.
This patent grant is currently assigned to Cattron North America, Inc.. The grantee listed for this patent is Cattron Holdings, Inc.. Invention is credited to Jeremy Jovenall.
United States Patent |
11,318,968 |
Jovenall |
May 3, 2022 |
Systems and methods for controlling movement speed of a
locomotive
Abstract
An automated speed control system for a locomotive having a
tractive effort mechanism for moving the locomotive along a track
and a braking mechanism for reducing the locomotive's speed along
the track. The system including a locomotive controller that
includes a memory to store computer-executable instructions, and a
processor in communication with the memory to execute the
instructions to retrieve one or more track grade maps each
indicative of a grade of at least a portion of the track along
which the locomotive is travelling, retrieve train makeup, obtain a
maximum distance to a specified stopping point of the locomotive
along the track, and dynamically calculate a speed limit for
movement of the locomotive along the track, according to the
retrieved track grade map, retrieved train makeup data, and
obtained maximum distance to the specified stopping point.
Inventors: |
Jovenall; Jeremy (Mercer,
PA) |
Applicant: |
Name |
City |
State |
Country |
Type |
Cattron Holdings, Inc. |
Warren |
OH |
US |
|
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Assignee: |
Cattron North America, Inc.
(Warren, OH)
|
Family
ID: |
1000006282744 |
Appl.
No.: |
16/562,733 |
Filed: |
September 6, 2019 |
Prior Publication Data
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|
|
Document
Identifier |
Publication Date |
|
US 20210061324 A1 |
Mar 4, 2021 |
|
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
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62892539 |
Aug 27, 2019 |
|
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61L
27/70 (20220101); B61L 3/008 (20130101); B61L
25/028 (20130101); B61L 25/021 (20130101); B61L
3/006 (20130101); B61L 27/04 (20130101) |
Current International
Class: |
B61L
27/00 (20220101); B61L 27/70 (20220101); B61L
27/04 (20060101); B61L 25/02 (20060101); B61L
3/00 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Other References
US. Appl. No. 16/534,576, filed Aug. 7, 2019, Jeremy Jovenall.
cited by applicant .
Accuspeed Remote Control System, Cattron,
https://www.cattron.com/transportation/accuspeed, accessed Sep. 10,
2019, 4 pages. cited by applicant .
Accuspeed, Advanced Automatic Remote Speed Control for Locomotives,
http://catalog.jamiesonequipment.com/Asset/Cattron-Laird-Remtron%20Accusp-
eed%20Brochure%20JEC.pdf, accessed Sep. 10, 2019, 4 pages. cited by
applicant .
RCL-II Locomotive Remote Control System Operating Instructions,
http://cdn.lairdtech.com/home/brandworld/files/9M02-7564-A002.pdf ,
see sections 7.7.4, 7.7.4.1, and 7.7.4.2 on p. 64, 75 pages. cited
by applicant.
|
Primary Examiner: Tissot; Adam D
Attorney, Agent or Firm: Harness, Dickey & Pierce,
P.L.C. Fussner; Anthony G.
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATION
This application claims the benefit and priority of U.S.
Provisional Application No. 62/892,539 filed Aug. 27, 2019, which
is incorporated herein by reference in its entirety.
Claims
What is claimed is:
1. An automated locomotive speed control system for a locomotive,
the locomotive including a tractive effort mechanism for moving the
locomotive along a track and a braking mechanism for reducing a
speed of the locomotive along the track, the system comprising a
locomotive controller including: a memory to store
computer-executable instructions; and a processor in communication
with the memory to execute the instructions to automatically:
retrieve one or more track grade maps each indicative of a grade of
at least a portion of the track along which the locomotive is
travelling; retrieve train makeup data including updated train
makeup data reflecting any dynamic changes to the train makeup;
obtain a maximum distance to a specified stopping point of the
locomotive along the track; and dynamically calculate a speed limit
for the locomotive along the track to meet a stopping trajectory
for providing dynamic point protection, according to the retrieved
track grade map, the retrieved train makeup data including the
updated train makeup data, and the obtained maximum distance to the
specified stopping point.
2. The system of claim 1, wherein: the one or more track grade maps
are stored in the memory of the locomotive controller, and the
locomotive controller is configured to retrieve the one or more
track grade maps from the memory; and/or the one or more track
grade maps are stored on a server remote from the locomotive
controller, and the locomotive controller is configured to retrieve
the one or more track grade maps from the remote server.
3. The system of claim 1, wherein: the train makeup data includes
consist makeup data identifying a locomotive consist that includes
said locomotive and train car makeup data identifying train cars
coupled to the locomotive consist; and the train makeup data is
stored on a server remote from the locomotive controller, and the
locomotive controller is configured to retrieve the train makeup
data from the remote server including updated train makeup data
reflecting any dynamic changes to the train makeup; and the system
is configured to automatically adjust the dynamically calculated
speed limit for the locomotive, according to the grade of the
portion of the track along which the locomotive is travelling and
the updated train makeup data reflecting any dynamic changes to the
train makeup.
4. The system of claim 3, wherein the locomotive controller is
configured to obtain the maximum distance to the specified stopping
point by receiving the maximum distance from the server remote from
the locomotive controller at about the same time as the train
makeup data.
5. The system of claim 1, further comprising at least one video
camera, wherein the locomotive controller is configured to receive
an input from the at least one video camera and to automatically
adjust the dynamically calculated speed limit for the locomotive,
according to the input received from the at least one video
camera.
6. The system of claim 5, wherein the input received from the at
least one video camera includes a detected obstruction on the track
along which the locomotive is travelling and/or a verification
alert that the locomotive is not adhering to the stopping
trajectory.
7. The system of claim 1, further comprising an operator control
unit (OCU), wherein: the locomotive controller comprises a remote
control locomotive (RCL) controller; the OCU includes a user
interface for receiving input from an operator, and a wireless
interface in communication with the RCL controller; the OCU is
configured to receive one or more control commands from the
operator via the user interface; and the OCU is configured to
transmit the received one or more control commands to the RCL
controller to control operation of the locomotive.
8. The system of claim 7, wherein: the one or more control commands
include a lower speed command, and the RCL controller is configured
to reduce the speed of the locomotive below the dynamically
calculated speed limit; and/or the one or more control commands
include a stop movement command, and the RCL controller is
configured to stop movement of the locomotive prior to reaching the
specified stopping point.
9. The system of claim 1, wherein the locomotive controller is
configured to apply the dynamically calculated speed limit to limit
a speed of the locomotive when the locomotive is moving in a
forward direction.
10. The system of claim 1, wherein the locomotive controller is
configured to apply the dynamically calculated speed limit to limit
a speed of the locomotive when the locomotive is moving in a
reverse direction.
11. The system of claim 1, wherein the locomotive controller is
configured to apply the dynamically calculated speed limit to limit
a speed of the locomotive when the locomotive is moving in a push
orientation with respect to the train that includes said
locomotive.
12. The system of claim 1, wherein the locomotive controller is
configured to apply the dynamically calculated speed limit to limit
a speed of the locomotive when the locomotive is moving in a pull
orientation with respect to the train that includes said
locomotive.
13. The system of claim 1, wherein the system comprises the
locomotive including the tractive effort mechanism for moving the
locomotive along the track and the braking mechanism for reducing
the speed of the locomotive along the track, and wherein the
locomotive controller is located on the locomotive.
14. A method of controlling speed of a locomotive, the locomotive
including a tractive effort mechanism for moving the locomotive
along a track, and a braking mechanism for reducing a speed of the
locomotive along the track, the method comprising: retrieving, via
a locomotive controller, one or more track grade maps each
indicative of a grade of at least a portion of the track along
which the locomotive is travelling; retrieving, by the locomotive
controller, train makeup data including updated train makeup data
reflecting any dynamic changes to the train makeup; obtaining a
maximum distance to a specified stopping point of the locomotive
along the track; and dynamically calculating, by the locomotive
controller, a speed limit for the locomotive along the track to
meet a stopping trajectory to thereby provide dynamic point
protection, according to the retrieved track grade map, the
retrieved train makeup data including the updated train makeup
data, and the obtained maximum distance to the specified stopping
point.
15. The method of claim 14, wherein the one or more track grade
maps are stored in at least one of the memory of the locomotive
controller and/or a server located remote from the locomotive
controller.
16. The method of claim 14, further comprising receiving an input
from at least one video camera, and adjusting, by the locomotive
controller, the dynamically calculated speed limit for the
locomotive, according to the input received from the at least one
video camera, wherein the input received from the at least one
video camera includes at least one of a detected obstruction on the
track along which the locomotive is travelling and/or a
verification alert that the locomotive is not adhering to the
stopping trajectory.
17. The method of claim 14, further comprising: receiving, by the
locomotive controller, one or more control commands transmitted by
an operator control unit (OCU) in wireless communication with the
locomotive controller; reducing, by the locomotive controller, the
speed of the locomotive below the dynamically calculated speed
limit when the one or more commands received from the OCU include a
lower speed command; and stopping, by the locomotive controller,
movement of the locomotive prior to reaching the specified stopping
point when the one or more commands received from the OCU include a
stop movement command.
18. The method of claim 14, wherein: the train makeup data includes
consist makeup data identifying a locomotive consist that includes
said locomotive and train car makeup data identifying train cars
coupled to the locomotive consist; and the train makeup data is
stored on a server remote from the locomotive controller, and the
method includes retrieving, by the locomotive controller, the train
makeup data from the remote server including updated train makeup
data reflecting any dynamic changes to the train makeup; and the
method further includes automatically adjusting the dynamically
calculated speed limit for the locomotive along the track to meet
the stopping trajectory, according to the grade of the portion of
the track along which the locomotive is travelling and the updated
train makeup data reflecting any dynamic changes to the train
makeup.
19. A locomotive controller comprising: memory configured to store
computer-executable instructions; and a processor in communication
with the memory to execute the instructions to automatically:
retrieve one or more track grade maps each indicative of a grade of
at least a portion of a track along which a locomotive is
travelling; retrieve train makeup data including updated train
makeup data reflecting any dynamic changes to the train makeup;
obtain a maximum distance to a specified stopping point of the
locomotive along the track; and dynamically calculate a speed limit
for the locomotive along the track to meet a stopping trajectory
for providing dynamic point protection, according to the retrieved
track grade map, the retrieved train makeup data including the
updated train makeup data, and the obtained maximum distance to the
specified stopping point.
20. The locomotive controller of claim 19, wherein: the train
makeup data includes consist makeup data identifying a locomotive
consist that includes said locomotive and train car makeup data
identifying train cars coupled to the locomotive consist; and the
locomotive controller is configured to retrieve the train makeup
data from a remote server including updated train makeup data
reflecting any dynamic changes to the train makeup; and the system
is configured to automatically adjust the dynamically calculated
speed limit for the locomotive, according to the grade of the
portion of the track along which the locomotive is travelling and
the updated train makeup data reflecting any dynamic changes to the
train makeup.
Description
FIELD
The present disclosure generally relates to systems and methods for
controlling movement speed of a locomotive, such as a dynamically
calculated speed limit for a specified stopping trajectory of the
locomotive.
BACKGROUND
This section provides background information related to the present
disclosure which is not necessarily prior art.
Currently, remote control locomotive (RCL) technology uses various
methods to control a stopping trajectory for pull movements. These
methods require complex engineering steps to factor grade of the
tracks, tonnage of the locomotive and any connected rail cars or
other locomotives, locomotive braking force, etc., to calculate the
stopping trajectory. The output of this design effort is typically
a track map (e.g., including geo-fences, etc.), track-based devices
and odometer readings, that provide a typically decreasing speed
limit through a region of track with the goal of a complete stop of
the locomotive (e.g., a train and/or consist including the
locomotive) by a predefined point.
DRAWINGS
The drawings described herein are for illustrative purposes only of
selected embodiments and not all possible implementations, and are
not intended to limit the scope of the present disclosure.
FIG. 1 is a diagram of an automated locomotive speed control system
according to one example embodiment of the present disclosure;
FIG. 2 is a block diagram of the locomotive controller of FIG.
1;
FIG. 3 is a block diagram of the operator control unit of FIG. 1;
and
FIG. 4 is a flow chart illustrating an example method for
controlling speed of a locomotive according to another example
embodiment of the present disclosure.
Corresponding reference numerals indicate corresponding (though not
necessarily identical) parts throughout the several views of the
drawings.
DETAILED DESCRIPTION
Example embodiments will now be described more fully with reference
to the accompanying drawings.
Currently, remote control locomotive (RCL) technology uses various
methods to control a stopping trajectory for pull movements. These
methods require complex engineering steps to factor grade of the
tracks, tonnage of the locomotive and any connected rail cars or
other locomotives, locomotive braking force, etc., to calculate the
stopping trajectory. The output of this design effort is typically
a track map (e.g., including geo-fences, etc.), track-based devices
and odometer readings, which provide a typically decreasing speed
limit through a region of track with the goal of a complete stop of
the locomotive by a predefined point.
Speed limits in current pullback protection systems typically
assume that a train (e.g., which may include one or more
locomotives possibly arranged in a consist, optional rail cars,
etc.) has the maximum weight defined for the track, according to
engineering calculations performed during creation of the track
map. This approach causes shorter, lighter trains to move into a
pullback location at a much slower speed than would otherwise be
required for the shorter, lighter trains to meet the stopping
trajectory. Therefore, the slower speeds increase dwell time of the
train and reduce efficiency.
Example embodiments described herein may provide, e.g., dynamic
point protection, where RCL equipment is restricted to dynamically
calculated speed limits. The inputs for this dynamic calculation
may include track grade maps (e.g., loaded into static memory of
the RCL, stored on and retrievable from a remote server, etc.),
train makeup data (e.g., consist makeup data and train car makeup
data stored on and retrievable from a remote server, etc.), maximum
distance to a stopping point, etc.
The train makeup data may include only consist makeup data when the
train only includes the consist without any train cars coupled to
the consist, the train makeup data may include the consist makeup
data along with train car makeup data when the train includes the
consist with one or more train cars coupled to the consist, the
train makeup data may include only train car makeup data and/or a
locomotive makeup data when the train includes only a single
locomotive coupled to the train car(s), etc. The train makeup data
may be stored on and retrievable from a server. Because the number
and tonnage of train cars may change dynamically in the switch yard
(e.g., train cars may be added, removed, loaded with cargo, and/or
unloaded, etc.), a server may advantageously be used to send the
train makeup data to the system for the dynamic speed calculations
with respect to grade, because the train makeup (e.g., consist and
cars, etc.) and grade affect stopping trajectory and therefore
affect maximum speed that the RCL enforces to meet the stopping
trajectory.
In some embodiments video systems may provide input for the
dynamically calculated speed limits. For example, the video systems
may be intelligent and capable of detecting obstructions in the
track, acting as a watchdog that verifies that the RCL is adhering
to the planned stopping trajectory, etc.
An operator may control the train (e.g., one or more locomotives,
etc.) with an operator control unit (OCU), and may have the ability
to command a lower speed of the train or to stop movement of the
train. The dynamic point protection may only provide a speed limit,
while allowing the train to move at different speeds at or below
the dynamically calculated speed limit. The speed limit may be
applicable in a forward (FWD) direction, a reverse (REV) direction,
a push orientation with respect to the train, a pull direction with
respect to the train, etc.
In some example embodiments, an automated locomotive speed control
system is configured for use with a locomotive having a tractive
effort mechanism for moving the locomotive along a track and a
braking mechanism for reducing a speed of the locomotive along the
track. The system includes a locomotive controller, which may be
configured to be located on the locomotive.
The locomotive controller includes a memory to store
computer-executable instructions, and a processor in communication
with the memory to execute the instructions to retrieve one or more
track grade maps each indicative of a grade of at least a portion
of the track along which the locomotive is travelling, retrieve
train makeup data (e.g., makeup data identifying a locomotive or a
locomotive consist that includes said locomotive, and any train
cars, etc.), obtain a maximum distance to a specified stopping
point of the locomotive along the track, and dynamically calculate
a speed limit for movement of the locomotive along the track,
according to the retrieved track grade map, the retrieved train
makeup data, and the obtained maximum distance to the specified
stopping point. The train makeup data may include only consist
makeup data when the train only includes the consist without any
train cars, the train makeup data may include the consist makeup
data along with train car makeup data when the train includes the
consist with one or more train cars. The train makeup data may
include only makeup data of the train cars and/or a locomotive when
the train includes a single locomotive coupled to the train car(s),
etc.
The one or more track grade maps may be stored in the memory of the
locomotive controller, and the locomotive controller is configured
to retrieve the one or more track grade maps from the memory.
Alternatively, or in addition, the one or more track grade maps may
be stored on a server remote from the locomotive controller, and
the locomotive controller may be configured to retrieve the one or
more track grade maps from the remote server.
The system may include at least one video camera, and the
locomotive controller may be configured to receive an input from
the at least one video camera and to adjust the dynamically
calculated speed limit according to the input received from the at
least one video camera. The input received from the at least one
video camera may include a detected obstruction on the track along
which the locomotive is travelling, a verification alert that the
locomotive is not adhering to a specified stopping trajectory,
etc.
The example system may include an operator control unit (OCU), and
the locomotive controller may be a remote control locomotive (RCL)
controller, where the OCU includes a user interface for receiving
input from an operator and a wireless interface in communication
with the RCL controller. The OCU may be configured to receive one
or more control commands from the operator via the user interface,
and the OCU may be configured to transmit the received one or more
control commands to the RCL controller to control operation of the
locomotive.
For example, the one or more control commands may include a lower
speed command where the RCL controller is configured to reduce the
speed of the locomotive below the dynamically calculated speed
limit, the one or more control commands may include a stop movement
command where the RCL controller is configured to stop movement of
the locomotive prior to reaching the specified stopping point,
etc.
The operator control unit may include an enclosure (e.g., a
housing) including a user interface, a display, etc. The operator
control unit may include a processor, battery, memory, a global
navigation satellite system (GNSS) antenna (e.g., a GPS antenna,
etc.), one or more accelerometers (e.g., an accelerometer array, a
single accelerometer, etc.) for tilt detection, etc.
The locomotive controller may be configured to apply the
dynamically calculated speed limit to limit a speed of the
locomotive when the locomotive is moving in any suitable direction,
such as when the locomotive is moving in a forward direction, a
reverse direction, in a push orientation with respect to a train
that includes said locomotive, in a pull orientation with respect
to the train that includes said locomotive, etc.
The locomotive may include a speedometer, and the locomotive
controller may move the locomotive towards a specified stopping
point based on input from the speedometer. For example, depending
on a distance to the specified stopping point, one or more track
grade maps, train makeup data (e.g., makeup data identifying a
locomotive or a locomotive consist that includes said locomotive,
and any train cars, etc.), a maximum speed may be obtained for
moving the locomotive and a stopping trajectory may be calculated
to stop at a specified stopping point (e.g., within a specified
tolerance of 0.1%, 1%, 10%, etc.).
Although an OCU use case is described above, other embodiments may
not include an OCU, and stopping trajectories, specified stopping
points, etc. may be sent to the locomotive controller from a remote
device. For example, the stopping trajectories, specified stopping
points, etc. may be transmitted by a server, central computing
device, etc. that controls semi-autonomous RCL movements, remotely
controls yard switches, etc.
The locomotive controller may be configured to maintain a movement
speed of the locomotive below or equal to a specified speed
threshold while controlling spotting distance movement of the
locomotive. In some embodiments, the locomotive controller is
configured to receive an updated inputs (e.g., from a video
system), updated measurement parameters (e.g., distances, speeds,
etc.) while controlling movement of the locomotive along the track
via the tractive effort mechanism, and update the dynamically
calculated speed limit value according to the received update data
to provide dynamic speed limit control.
In some embodiments, the locomotive controller is configured to
store multiple movement models corresponding to different stopping
trajectories, with each movement model including different tractive
effort and/or braking control parameters. The locomotive controller
may be configured to select one of the movement models
corresponding to the dynamically calculated speed limit and/or
stopping trajectory to control stopping trajectory movement of the
locomotive.
The system may include a wheel size detector configured to
determine a size of the wheel, where the speedometer is configured
to monitor the speed of movement of the locomotive along the track
according to the determined size of the wheel and a number of
rotations and/or fractions of rotations of the wheel.
With reference to the figures, FIG. 1 illustrates an automated
locomotive speed control system 100 for a locomotive 102 according
to some aspects of the present disclosure. The locomotive 102
generally includes a tractive effort mechanism for moving the
locomotive 102 along a track 104, and a braking mechanism for
reducing a speed of the locomotive 102 along the track 104.
The system 100 includes a locomotive controller 106, which is
illustrated in FIG. 1 as being located onboard the locomotive 102.
As shown in FIG. 2, the locomotive controller 106 includes a memory
222 to store computer-executable instructions, and a processor 224
in communication with the memory 222 to execute the instructions to
retrieve one or more track grade maps each indicative of a grade
112 of at least a portion of the track 104 along which the
locomotive 102 is travelling.
The locomotive controller 106 is configured to retrieve train
makeup data (e.g., makeup data identifying a locomotive or a
locomotive consist that includes said locomotive 102, and any train
cars 103, etc.), obtain a maximum distance to a specified stopping
point 116 of the locomotive 102 along the track 104, and
dynamically calculate a speed limit for movement of the locomotive
102 along the track 104, according to the retrieved track grade
map, the retrieved train makeup data, and the obtained maximum
distance to the specified stopping point 116.
The speed limit for movement of the locomotive 102 along the track
104 may be dynamically calculated using any suitable algorithm,
process, etc., such as a physics-based calculation. For example,
the grade 112 of the track 104 helps provide an understanding of
the effect of gravity on the movement of the locomotive 102 and any
train cars 103 coupled to the locomotive 102 (e.g., the grade 112
of the track 104 may indicate the strength of gravitational force
slowing down the locomotive 102 when climbing a hill, speeding up
the locomotive 102 when going down a hill, etc.).
The train makeup data may provide information about the tonnage,
weight, stock, etc. of one or more rail cars 103 of the train, of
one or more locomotives 102 of the train, etc. The train makeup
data may be used in combination with the grade 112 of the track 104
to calculate forces on the train as it moves along different
section of the track 104.
The train makeup data may be retrieved from a server, etc. For
example, the number and tonnage of rail cars 103 of the train may
change dynamically in a switch yard, etc., and a remote server may
provide updated train makeup data to the locomotive controller 106
as the number and tonnage of rail cars 103 changes so the
locomotive controller 106 may update the dynamic speed limit
calculations (e.g., because the train makeup and grade may affect
stopping trajectory of the train and therefore affect the maximum
speed that the locomotive controller 106 enforces to meet the
stopping trajectory).
Other factors may be included in the dynamic speed limit
calculation, such as a rolling resistance (e.g., a retarding force
from wheel bearings and wheels of the locomotive 102 and/or train
cars 103 moving on rails of the track 104), a curvature of the
track 104 that adds resistance to movement of the train, etc.
The maximum specified stopping distance 116 may be a target place
on the track 104 that the system must ensure is not passed. This
may provide a location where a speed of zero is required, thereby
allowing the system to calculate movement back to the current
location of the train and to derive a maximum speed limit for the
current location. For example, the locomotive controller 106 may
receive the maximum distance to the specified stopping point 116
from a remote server (e.g., the maximum distance may be received at
the same time as the train makeup data, etc.), the locomotive
controller 106 may determine the maximum distance based on data
stored in memory or by performing a maximum distance calculation,
etc.
The number of braking axles in the locomotive portion of the train
may also affect the dynamic speed limit calculations. In cases of
extreme grade (e.g., more than 2% downhill, more than 5% downhill,
etc.), and/or an increased desired entry speed, train brakes may be
a requirement to add retarding force to meet the stopping point
116.
Although FIG. 1 illustrates a single locomotive 102, the locomotive
102 may be part of a locomotive consist that includes one or more
locomotives, rail cars, etc. coupled to the locomotive 102. The
locomotives of the consist may operate in tandem (e.g., by remote
control, etc.), and may require electrical and pneumatic
connections in order to operate together. As mentioned above, the
locomotive controller 106 (e.g., a remote control locomotive (RCL)
controller, etc.) may be configured to control movement of the
locomotive consist along the track 104 (e.g., via a tractive effort
mechanism, via a pneumatic braking system, etc.).
Similarly, although FIG. 1 illustrates a single train car 103,
other embodiments may include a train having more than one train
car 103 coupled to the locomotive 102, no train cars 103 coupled to
the locomotive 102, etc.
As shown in FIG. 2, the locomotive controller 106 includes the
memory 222 configured to store computer executable instruction, and
the processor 224 configured to execute the computer-executable
instructions stored in memory 222. The locomotive controller 106
may further include one or more wireless interfaces 226 (e.g., data
ports), such as a short-range wireless communication interface, a
Wi-Fi wireless communication interface, a cellular communication
interface, other radio frequency (RF) interfaces, etc.
The locomotive controller 106 may also include a global navigation
satellite system (GNSS) antenna 228 (e.g., a GPS antenna, etc.),
one or more accelerometers (e.g., an accelerometer array, a single
accelerometer, etc.), etc. The locomotive controller 106 can report
a location, one or more parameters, etc. to the operator control
unit 110.
The locomotive controller 106 may include an optional display 230
and an input 232. The optional display 230 can be any suitable
display (e.g., a liquid crystal display (LCD), light emitting
diodes (LED), indicator lights, etc.). The input 232 can include
any suitable input element(s) (e.g., a keypad, touchscreen,
switches, etc.), for receiving inputs (e.g., commands, etc.) from
an operator.
The one or more track grade maps may be stored in the memory 222 of
the locomotive controller 106, and the locomotive controller 106
may be configured to retrieve the one or more track grade maps from
the memory 222. Alternatively, or in addition, the one or more
track grade maps may be stored on a server remote from the
locomotive controller 106, and the locomotive controller 106 may be
configured to retrieve the one or more track grade maps from the
remote server.
For example, and as shown in FIG. 1, the grade 112 of the track 104
may be defined by an angle .theta. with respect to a plane
perpendicular to gravity (e.g., a one degree grade, a five degree
grade, etc.). The track grade map(s) may be used to indicate the
grade along different portions of the track 104 between the
locomotive 102 and the stopping point 116, in order to determine a
preferred tractive effort, braking effort, speed limit, etc. for
the locomotive 102 to traverse the track 104 according to the
corresponding grade 112.
The system 100 may include at least one video camera 118. The
locomotive controller 106 may be configured to receive an input
from the at least one video camera 118 to adjust the dynamically
calculated speed limit according to the input received from the at
least one video camera 118.
For example, the input received from the at least one video camera
118 may include a detected obstruction on the track 104 along which
the locomotive 102 is travelling, a verification alert that the
locomotive 102 is not adhering to a specified stopping trajectory
to properly arrive at the specified stopping point 116, etc.
The following is an example of how the camera 118 may be
implemented, and how the speed limits might be adjusted based on
the camera input. As shown in FIG. 1, a camera 118 that supplies
data to an intelligent video processing unit may be added to the
locomotive 102. The camera 118 may face a point of a pull movement,
to detect an obstruction in the track 104, to confirm that the
position of the locomotive 102 is consistent with the dynamically
calculated stopping trajectory, etc.
In the event that an obstruction is detected along the track 104,
the video system may alert the locomotive controller 106 (e.g.,
RCL) to command an appropriate speed reduction, to stop movement,
etc. The video system may verify that track switches were aligned
to the correct direction for the planned movement.
If the video system detects that the speed of the train is not
meeting the stopping trajectory, the video system may alert the
locomotive controller 106 to reduce speed. The train may be
travelling at a higher speed than permitted by the stopping
trajectory for several reasons, some of which are out of the
control of the locomotive controller 106, such as an inadequate
number of cars 103 having train brakes laced, environmental issues
such as wet rails of the track 104 or ice buildup on brake shoes
impeding braking effort, incorrect train makeup data being
received, incorrect grade maps being received. etc.
In other embodiments, the camera 118 may be located in any other
suitable location, which may or may not be on the locomotive 102
and/or a train car 103. For example, for shove movements the
camera(s) 118 may be stationary at specified locations in the yard
for monitoring purposes. The camera system may provide data to
determine if the movement was a pull or shove movement. Shove
movements may require adjustments to stopping trajectory to account
for slack in the train running out when speed is decreased to
prevent an overrun of the maximum distance. The camera 118 is an
extra or optional layer of protection that may not be necessarily
required or implemented in all exemplary embodiments.
The example system 100 may include an operator control unit (OCU)
110, and the locomotive controller 106 may be a remote control
locomotive (RCL) controller. As shown in FIG. 3, the OCU 110 may
include an input 332 (e.g., a user interface) for receiving input
from an operator 114, and a wireless interface 126 in communication
with the RCL controller 106.
For example, the operator control unit 110 may include a memory 322
and a processor 324. The processor 324 may be configured to execute
instructions stored in the memory 322 to control movement of the
locomotive 102, to control a direction of movement of the
locomotive 102, to control a speed of the locomotive 102, to detect
a tilt condition of the operator control unit 110, to detect a
vigilance condition of the operator control unit 110, to stop
movement of the locomotive 102, to initiate a spotting feature for
coupling and/or uncoupling of the locomotive, etc.
The operator control unit 110 may include the wireless interface
126 which may communicate with the locomotive controller 106 via an
RF channel, etc. The operator control unit 110 may include an
optional global navigation satellite system (GNSS) antenna 328 for
determining a location of the operator control unit 110. For
example, the GNSS antenna 328 may be a global positioning system
(GPS) antenna.
The operator control unit 110 may include a tilt sensor 334 (e.g.,
an accelerometer array, a single accelerometer, etc.) for
determining a tilt condition (e.g., a fall event of a field
operator 114 (FIG. 1), etc.). The operator control unit 110 may
include an enclosure (e.g., a housing) including the user interface
332, the display 330, etc.
As mentioned above, the OCU 110 may be configured to receive one or
more control commands from the operator 114 via the user interface
332, and the OCU 110 may be configured to transmit the received one
or more control commands to the RCL controller 106 to control
operation of the locomotive 102.
For example, the one or more control commands may include a lower
speed command where the RCL controller 106 is configured to reduce
the speed of the locomotive 102 below the dynamically calculated
speed limit. The locomotive 102 may include a speedometer 120, and
the locomotive controller 106 may receive input from the
speedometer 120 to maintain a speed of the locomotive 102 below the
dynamically calculated speed limit. When the RCL controller 106
receives a lower speed command from the OCU 110, the RCL controller
106 may reduce a speed of the locomotive 102 to a threshold below
the dynamically calculated speed limit.
As another example, the one or more control commands from the OCU
110 may include a stop movement command. In this example, the RCL
controller 106 may be configured to stop movement of the locomotive
102 prior to reaching the specified stopping point 116, etc.
The locomotive controller 106 may be configured to apply the
dynamically calculated speed limit to limit a speed of the
locomotive 102 when the locomotive 102 is moving in any suitable
direction, such as when the locomotive 102 is moving in a forward
direction, a reverse direction, in a push orientation with respect
to a train that includes said locomotive 102, in a pull orientation
with respect to the train that includes said locomotive 102,
etc.
An example method 400 for controlling speed of a locomotive is
disclosed in FIG. 4. The locomotive includes a tractive effort
mechanism for moving the locomotive along a track, and a braking
mechanism for reducing a speed of the locomotive along the track.
As shown in FIG. 4, the method 400 includes, at 401, retrieving one
or more track grade maps each indicative of a grade of at least a
portion of the track along which the locomotive is travelling, via
a locomotive controller located on the locomotive.
At 403, the method 400 includes retrieving, by the locomotive
controller, train makeup data (e.g., makeup data identifying a
locomotive or a locomotive consist that includes said locomotive,
and any train cars, etc.). The train makeup data may be retrieved
from a server, etc. For example, the number and tonnage of rail
cars of the train may change dynamically in a switch yard, etc.,
and a remote server may provide updated train makeup data to the
locomotive controller as the number and tonnage of rail cars
changes so the locomotive controller may update the dynamic speed
limit calculations (e.g., because the train makeup and grade may
affect stopping trajectory of the train and therefore affect the
maximum speed that the locomotive controller enforces to meet the
stopping trajectory).
At 405, the method 400 includes obtaining a maximum distance to a
specified stopping point of the locomotive along the track. For
example, the locomotive controller may receive the maximum distance
to the specified stopping point from a remote server (e.g., the
maximum distance may be received at the same time as the train
makeup data, etc.), the locomotive controller may determine the
maximum distance based on data stored in memory or by performing a
maximum distance calculation, etc.
The locomotive controller dynamically calculates a speed limit for
movement of the locomotive along the track according to the
retrieved track grade map, the retrieved train makeup data, and the
obtained maximum distance to the specified stopping point, at
407.
The one or more track grade maps may be stored in at least one of
the memory of the locomotive controller, and a server located
remote from the locomotive controller. The method optionally
includes receiving an input from at least one video camera, and
adjusting, by the locomotive controller, the dynamically calculated
speed limit according to the input received from the at least one
video camera. The input received from the at least one video camera
may include at least one of a detected obstruction on the track
along which the locomotive is travelling and a verification alert
that the locomotive is not adhering to a specified stopping
trajectory.
In some embodiments, the method may include receiving, by the
locomotive controller, one or more control commands transmitted by
an operator control unit (OCU) in wireless communication with the
locomotive controller. For example, the method may include
reducing, by the locomotive controller, the speed of the locomotive
below the dynamically calculated speed limit when the one or more
commands received from the OCU include a lower speed command, and
the method may include stopping, by the locomotive controller,
movement of the locomotive prior to reaching the specified stopping
point when the one or more commands received from the OCU include a
stop movement command.
According to another example embodiment of the present disclosure,
a locomotive controller includes memory configured to store
computer-executable instructions, and a processor in communication
with the memory to execute the instructions to retrieve one or more
track grade maps each indicative of a grade of at least a portion
of the track along which the locomotive is travelling.
The processor is also configured to retrieve train makeup data
(e.g., makeup data identifying a locomotive or a locomotive consist
that includes said locomotive, and any train cars, etc.), obtain a
maximum distance to a specified stopping point of the locomotive
along the track, and dynamically calculate a speed limit for
movement of the locomotive along the track, according to the
retrieved track grade map, the retrieved train makeup data and the
obtained maximum distance to the specified stopping point.
As described herein, the example operator control units and
locomotive controllers may include a microprocessor,
microcontroller, integrated circuit, digital signal processor,
etc., which may include memory. The operator control units and
locomotive controllers may be configured to perform (e.g., operable
to perform, etc.) any of the example processes described herein
using any suitable hardware and/or software implementation. For
example, the operator control units and locomotive controllers may
execute computer-executable instructions stored in a memory, may
include one or more logic gates, control circuitry, etc.
Example embodiments are provided so that this disclosure will be
thorough, and will fully convey the scope to those who are skilled
in the art. Numerous specific details are set forth such as
examples of specific components, devices, and methods, to provide a
thorough understanding of embodiments of the present disclosure. It
will be apparent to those skilled in the art that specific details
need not be employed, that example embodiments may be embodied in
many different forms, and that neither should be construed to limit
the scope of the disclosure. In some example embodiments,
well-known processes, well-known device structures, and well-known
technologies are not described in detail. In addition, advantages
and improvements that may be achieved with one or more exemplary
embodiments of the present disclosure are provided for purposes of
illustration only and do not limit the scope of the present
disclosure, as exemplary embodiments disclosed herein may provide
all or none of the above mentioned advantages and improvements and
still fall within the scope of the present disclosure.
Specific dimensions, specific materials, and/or specific shapes
disclosed herein are example in nature and do not limit the scope
of the present disclosure. The disclosure herein of particular
values and particular ranges of values for given parameters are not
exclusive of other values and ranges of values that may be useful
in one or more of the examples disclosed herein. Moreover, it is
envisioned that any two particular values for a specific parameter
stated herein may define the endpoints of a range of values that
may be suitable for the given parameter (i.e., the disclosure of a
first value and a second value for a given parameter can be
interpreted as disclosing that any value between the first and
second values could also be employed for the given parameter). For
example, if Parameter X is exemplified herein to have value A and
also exemplified to have value Z, it is envisioned that parameter X
may have a range of values from about A to about Z. Similarly, it
is envisioned that disclosure of two or more ranges of values for a
parameter (whether such ranges are nested, overlapping or distinct)
subsume all possible combination of ranges for the value that might
be claimed using endpoints of the disclosed ranges. For example, if
parameter X is exemplified herein to have values in the range of
1-10, or 2-9, or 3-8, it is also envisioned that Parameter X may
have other ranges of values including 1-9, 1-8, 1-3, 1-2, 2-10,
2-8, 2-3, 3-10, and 3-9.
The term "about" when applied to values indicates that the
calculation or the measurement allows some slight imprecision in
the value (with some approach to exactness in the value;
approximately or reasonably close to the value; nearly). If, for
some reason, the imprecision provided by "about" is not otherwise
understood in the art with this ordinary meaning, then "about" as
used herein indicates at least variations that may arise from
ordinary methods of measuring or using such parameters. For
example, the terms "generally", "about", and "substantially" may be
used herein to mean within manufacturing tolerances.
The terminology used herein is for the purpose of describing
particular example embodiments only and is not intended to be
limiting. For example, when permissive phrases, such as "may
comprise", "may include", and the like, are used herein, at least
one embodiment comprises or includes the feature(s). As used
herein, the singular forms "a," "an," and "the" may be intended to
include the plural forms as well, unless the context clearly
indicates otherwise. The terms "comprises," "comprising,"
"including," and "having," are inclusive and therefore specify the
presence of stated features, integers, steps, operations, elements,
and/or components, but do not preclude the presence or addition of
one or more other features, integers, steps, operations, elements,
components, and/or groups thereof. The method steps, processes, and
operations described herein are not to be construed as necessarily
requiring their performance in the particular order discussed or
illustrated, unless specifically identified as an order of
performance. It is also to be understood that additional or
alternative steps may be employed.
When an element or layer is referred to as being "on," "engaged
to," "connected to," or "coupled to" another element or layer, it
may be directly on, engaged, connected or coupled to the other
element or layer, or intervening elements or layers may be present.
In contrast, when an element is referred to as being "directly on,"
"directly engaged to," "directly connected to," or "directly
coupled to" another element or layer, there may be no intervening
elements or layers present. Other words used to describe the
relationship between elements should be interpreted in a like
fashion (e.g., "between" versus "directly between," "adjacent"
versus "directly adjacent," etc.). As used herein, the term
"and/or" includes any and all combinations of one or more of the
associated listed items.
Although the terms first, second, third, etc. may be used herein to
describe various elements, components, regions, layers and/or
sections, these elements, components, regions, layers and/or
sections should not be limited by these terms. These terms may be
only used to distinguish one element, component, region, layer or
section from another region, layer or section. Terms such as
"first," "second," and other numerical terms when used herein do
not imply a sequence or order unless clearly indicated by the
context. Thus, a first element, component, region, layer or section
discussed below could be termed a second element, component,
region, layer or section without departing from the teachings of
the example embodiments.
The foregoing description of the embodiments has been provided for
purposes of illustration and description. It is not intended to be
exhaustive or to limit the disclosure. Individual elements,
intended or stated uses, or features of a particular embodiment are
generally not limited to that particular embodiment, but, where
applicable, are interchangeable and can be used in a selected
embodiment, even if not specifically shown or described. The same
may also be varied in many ways. Such variations are not to be
regarded as a departure from the disclosure, and all such
modifications are intended to be included within the scope of the
disclosure.
* * * * *
References